System of operating fans by power for ventilating passenger-cars.



' Patented Apr. 8, I902. v n; m. mxme. SYSTEM OF OPERATING FANS BY POWER FOR VENTILATING PASSENGER CARS,

(Application filed Nov. 16, 1900.)

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Z Z Z 4 7 2 g 6 3 Patented Apr. 8, I902. R. M. DIXON.

' SYSTEM OF OPERATING FANSYBY POWuER FOR VENTILATING PASSENGER CARS.

(No Model.)

WITNESSES No. 696,947. Patented Apr. 8, I902.

-@ R. M. DIXON.-

SYSTEM OF OPERATING FANS BY POWER FOR VENTILATING PASSENGER CARS.

(Applicatiun filed Nov. 16, 1900.) (No Model.) 3 Sheets-Sheet 3.

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ROBERT M. DIXON, OF EAST ORANGE, NEIV JERSEY.

SYSTEM OF OPERATING FANS BY POWER FOR VENTILATING PASSENGER-CARS.

SPECIFICATION ibrming part of Letters Patent 0. 696,947, dated April 8, 1902.

Application filed November 16, 1900. Serial. No. 36,717. (No model.)

Orange, Essex county, State of New Jersey,

have invented certainnew and useful Improvements in Systems of Operating Fans by Air-Power for Ventilating Passenger-Cars, of which the following is a specification.

Myinvention relates to new-and useful improvements in a system of operating fans by air-power for ventilating passenger-cars, and may be said to consist generally of an air compressor preferably located on the locomotive and connected by suitable couplings with a train-pipe running throughout the length of the train, with branches to the mechanism on each car. These branches lead to pneumatically-driven fans, as will be described.

In the accompanying drawings I have shown a system embodying my invention. It will be understood, however, thatthese drawings are illustrative merely, as they show but one car and a fragmentary view of an engine.

In the drawings, Figures 1 and 1 when taken together show a side elevation of an engine and car and a sufficient number of parts to illustrate my invention. This side elevationis partly broken away to show the fan-motor in the car. Figs. 2 and 2 when taken together showa broken-away plan view of Fig. 1, and Fig. 3 is an underneath plan view of the mechanism of the system.

In carrying out my invention I preferably employ the steam train-pipe, as the fans will be used in summer and the steam train-pipe system is normally idle at that time. I may, however, employ a special pipe for conveying the air to the fans, as may be desired.

In the accompanying drawings I wish it understood that the pipe which conveys the air may be considered either as the steam train-pipe or a special air train-pipe for conveying the air.

In the drawings, A represents the pump or air-compressor, which is shown in the present instance as mounted upon the locomotive.

B is a steam-supply pipe running to the 10- comotive-boiler, C its exhaust-pipe, and D its discharge-pipe for compressed air.

E represents the train-pipe for conveying the compressed air. As before stated, this train-pipe may be either the steam train-pipe or a special air-pipe, as desired. Suitable couplings of any ordinary construction may be used.

II is a branch pipe, which maybe provided with a valve F for controlling the flow of air to the apparatus.

J is a storage reservoir or tank for holding the reserve supply of air for maintaining the fans in motion when the locomotive is disconnected. A pipe L leads from the storage-reservoir J and is connected to the pipe II and to a pipe L, which leads to the motors. M of the fans. A reducing valve or regulator K is interpolated in this pipe for maintaining a proper pressure upon the pipe leading to the fans.

It will be obvious that. the air-compressor on the locomotive will maintain aproper pressure upon the train-pipe system, which pressure will be properly regulated and transmitted to the motors of the fans, which will drive the fans, and thereby ventilate the cars. When the locomotive has been disconnected, the couplings will automatically close, and the reserve pressure in the storage-reservoir J will run the fans until a change of engines has been eifected.

In Fig. 3 I have shown a modification of the system wherebya tank which is used for air in summer may be used for gas in winter, in conjunction with the gas-lighting appara tus. In this figure, E represents an air or steam train-pipe, as before, K the regulator,

and J the reserve storage-tank or air-reservoir. The pipe to the fans is lettered L, as in the previous figures. O is the gas-tank of the system, the said gas-tank being preferably the ordinary Pintseh gas-tank. P is the gas-pipe leading from the gas-reservoir O, and Q is the regulator or reducing-valve for the gas. R is the steam-supply valve, and S represents the pipe leading to the filling-valve. This pipe S is connected to the gas-reservoir O and to a branch pipe T, connected to the pipe L and provided with a valve U. A branch pipeVis connected to the pipe L and is provided with a valve W and a suitable reducing-valve X. A valve Y is provided in the pipe L. It will be obvious to those skilled in the art that this construction. may be utilized for a variety of purposes. For instance, the tank J, which is used for air in summer, may be used for gas in winter, in conjunction with the gas-lighting apparatus of the car, and will serve as an additional reservoir for gas for use in winter, when the hours of car-lighting are longer and more gas is needed. In order to use the air-tank for air only and the gas-tank for gas only, the valve U should be closed and the valves NV and Y opened. In order to use the air-tank for gas, in conjunction with the gas-tank O, the valves W and Y should be closed and the valve U opened. When the steam train-pipe is to be used for air, close the valve R in the steamsupply pipe, thereby shutting off the air-supply from the steam-heating system.

ing and closing the said connection to prevent steam from flowing to the pneumatic motor when the steam train-pipe is employed for heating purposes.

2. The combination of a train-pipe system,

a pneumatic fan-motor, aconnection between the said motor and the train-pipe system, an air-storage reservoir and a gas-storage reservoir, a valved pipe connection between the air-storage reservoir and the gas-storage reservoir and a valved pipe connection between the air-storage reservoir and the train-pipe.

3. The combination ofatrain-pipe arranged for connection either with a steam-supply or with a supply of compressed air, with pneumatic fan-motors located on cars, a'valved connection from the train-pipe to said pneumatic fan-motors, and another valved conneetion from said train-pipe to a car-heating system, whereby the train-pipe may be used either for supplying steam to the heating system only, or for supplying compressed air to the pneumatic fan-motors only.

ROBERT M. DIXON.

Witnesses;

GEO. E. MORSE, OTTO v. SOHRENK. 

